Transmission mechanism



- J. 1. DUFFY.

TRANSMISSION MECHANISNI.

APPLICATION FILED MAR. 26, I9I9.

Patented June 8, i920.

4 SHEETS-SHEET I.

- J. J. DUFFY.

TRANSMISSION MECHANISM.

APPLICATION FILED MAR.26. |919.

Patented June 8, 1920.

4 SHEETS-SHEET 2 J. J. DUFFY. TRANSMISSION MECHANISM. APPLICATION F1LED MAR.26. 191s.

1. 1. DUFFY.- TRANSMISSION MECHANISM. l APBUCATJQNMLED MAR. 2s, |919. 1 ,3f-12,587'. Patented June 8, 1920.

4 SHEETS-SHEET 4.

WHW/7 UNITED STWSpeiaorrics,

Y rosari-IJ. DUFFY, or- CHICAGO, ILLINOIS;

TRANSMISIN IVIEiCI-IANISM.

Application filed March 26,- 1819. Serial No..2v8r5,2`2i0.

Be it known that I, JOSEPH J. DUFFY, a citizen of the United States, residing at Chicago, inthe county of Cook and State 1 of Illinois, have inventedr a certainnew` and useful Improvement in'Transmission Mechl anism, of which the following is a full, clear,

conciseyand exact description, reference being hadl to the `accompanying drawings, forming a partof' this specification.

My invention Vrelates to transmission mechanismsfor automobiles and the like.

My invention hasbeen conceived for the primary purpose of simplifyingthe operations incident to driving an automobile, of the internal combustion engine type. To this end l have devised an improved transmission system combining the functionsvof the clutch mechanism and the gear ratio mechanism. The ultimate object ofl this forni of transmission system isto perform all the operations of starting and stopping of the car, and making changes in the gear ratio mechanism'v thr'ough the operation of a single controlv element. This control elementA preferably takesV the form of a foot pedal, corresponding to the clutch pedal characteristic of the usual automobile construction. By vperforming simple operations of this Vone controll element, the-transmission ratios are selected for governing 4the speed of the vehicle and the clutching mechanism between the engine shaft and propeller shaft is actuated for controlling the propulsion of the vehicle. It willbe apparent that by controlling both 'the transmission mechanism and the clutch mechanism through this one controlV pedal, the task of making speed changes inthe transmission-mechanism and the controlling ofthe propulsion of. the car is greatly simplified. notable feature of this simplicity of control is thev fact that it is conducive to safer and easier drivingI by avoiding the necessity ofthe driver removing either hand from the steering` wheel and also avoiding the momentary distraction caused by reaching for" and actuating the gear shift lever.

A particular utility of my improved transmission mechanism follows from the fact thatitlie gears used inthe ordinary running 'ofi the car are always'in mesh, and hence arepractically impossible to strip or mutilate byy careless or ignorant operation. As a consequence, the present' transmission Specification of'Letters Patent.

Patented June' s, i920.l

skill for its siiccessful operation. I

A further object of my invention is to o bviate the objectionable noise from ythe timing gears employed` for driving the cam` and pump shafts. Heretofore, these gears have been situated at the front end of the engine where they are covered by ahousing plate and in such location usually have direct access to the crank case from which they are lubricatedby splash or gravity feed of the oil from the crank case. In the present construction lv have placed these gears at the rear endof the engine and have completely housed them in the' grease-tight transmission housing, By this arrangement I am enabled'to pack these gears in grease and thereby eliminatel all, objectionable noise therefrom. c l A further object of my invention is to provide means for quickly and :easily controlling thetemperaturemof the ,internal1-com- 'bustion engine. This I accomplishV by `stopping the circulation of the coolingwater and also stopping the circulation of' air through the radiator, Lby the disconnection of suitable clutch means .governingithe application of power to the waterpump'and to the "radiator fan. 'The provision ofy this clutch has particular cooperation .with i the disposal. of thetiming Vgears in the' transmission housing, as `will be *apparentl from "the following description.

mission mechanism taken onthe'line Fie-5j Fig. v6 is a similar view taken on the' line of Fig. 4;

6-6 of Fig. 5; K n n -Fig. 7 isa similarview taken on the lineV '7 7 of Fig-.4; and

c Fig. 8 is a fragmentary plan-'view ofthe 'through the transmission housing showing transmission mechanism villustrating the details ofthe reverse gearing'.

Referring particularly to Fig. 1, it `will be noted that the transmission mechanism, which I have designated 10, is located directly behind the engine 11 -and has direct connection therewith through the engines' f shaft 12 Without the interposition of any clutch mechanism. As I have previously said, both the clutching and change speed operations are performed in this transmis- Y sion mechanism.Y Extending out from the drivingelement of a friction clutch 17.

rear ofV the transmissionl() isthe propeller shaft 13 which extends back to the rearaxle for the propulsion of lthe vehicle. Iss'liall referto the propeller shaft 13 as the driven shaft as distinguished from the engine shaft 12 which ing shaft. Referring to Fig. 4, it will be noted that the tivo shafts 12 and 13 extend into the transmission housing 14 in axial alinement I shall refer to as the drivlwith each other, through the centrally disi `that-engagement'of the friction clutch 17 is "operative to place thetwo shafts 12 and-13 in direct drive, which corresponds to third or high speed vof the transmission mechanism. The engagement of the friction clutch 17 is under the control of novel selector mechanism which is in turn under the control of theractuating or control pedal, as I shall hereinafterk describe. i

Disposed on opposite sides of the shafts 12-13 and extending parallel thereto, are vtwo transmission or countei'shafts 18 and 19, The driving shaft 12 is geared to each of these couiitershafts by a small gear 21 on the driving shaft, meshing with a relatively large gear 28 on the iirst speed countershaft 18, and with another relatively large gear 29 on the second speed countershaft 19. Both countershafts 18 and 19 Lare journaled in suitable bearings inthe housing 14 and partition 23. These shafts extend into the central compartment 27 where each support the driving element of a friction clutch'3l and 32. The rearends of these countershafts, Which-are designated 18 and 19.,'are geared ina reduction ratio to thevpropeller shaft 13'by small gears v33and 34, meshing with a relatively large gear '35 on theshaft 13. The rear section 19 ofthe second speed coun- Y, tershaft 19v is journaledin a suitable beariii/g in the end wall of the housing v14 and extends through a suitable bearing in the of. The small gear 43 is splined .on the re- .when the shiftable transverse partition 24, into -the central coinpartmeiit 27 where it has loperative connection with the driven clutch member of the friction clutch 32. The rear section 18 of the iirst speed countershaft is journaled at its rear end in a suitable bearing in the end wall of the housing 14 and is journaled at its front end in a bearing bracket 36v extending inward from the side wall of housl` ving 14, as clearly shown in Fig. 8. A stub shaft 37, which is alined with the shaft 18', extends from the bearing bracket 36 through the transverse partition 24 and into the central compartment 27, where it has operative f connection with the driven element of the friction clutch 31. This stub shaft carries a gear 38 which meshes with agear 39 on a reversing e' countershaft 41, which has bearing engagement in the bracket 36 and bearing .42. The gear 38 is smaller than the.` e

gear 39, whereby the stub shaft 37 will drive f duction can be distributed betweenV both sets of gears by the proper proportioniiig there` versing countershaft 41 and isadapted for shiftable movement along this shaft-in order Y that it may be brought into meshgwith a reversing idler pinion 46, which is pivoted on the side of the bearing bracket 36, below and i between the countershafts 18 rand 41 (Fig. 6). The idler pinion 4G meshes with areversing gear 47 vrigidly mounted on the countershaft 18. It will be apparent that gear ,43 is brought into mesh with the idler pinion 46, the direction of drive from the countershaft 41 tol the countershaft 18 will' be reversed and consequently the gear 33 will operate to drive the gear 35 and propeller shaft 13 in a re-g lverse direction. v

The shifting of the gear 43, in the operation of reversing, is effected by any suitable control device located convenient `to the driver. In F ig. 1 I have illustrated a handle 48 on the front of the drivers seat for performing this reverse shift. The handle 48 has attachment with a reciprocal rod 49 which has pivotal attachment with one arm vof Va bell crank lever 51 pivoted below the floor kboard of the drivers compartment. The other arm of the bell crank lever 51 has pivotalconnection with a horizontal shifting rod 52, extending through the end wall of the transmission housing 14. Y This shiftgears 38-39 and 43-44, or in .ino

ing rod 52 has operative; connection with a shifting fork53v engaging in the.V grooved huh-54 on. the side of the `shiftable gearl Referring again to the-friction clutches l17, 31 and 3 2, each of the clutch cones 17 f 31 and 32. is arranged for shiftable movement along its associated shaft either ,by

being splined thereto or engaging overa squared section on the end of the shaft.

'Each of these cones normally tends to engage the driving element of the associated clutch-under the act-ion of aV powerful coinpression spring 55, which is confined between the ,partition 24; anda grooved collar 56 on the back of the cone. These clutches may be of the disk type, if desired,;or any other preferred type. I preferably rvisolate the clutches. from the remainder of the the operations of starting and stopping theV car and making ratio changes in the transmission niechanism. Thepedal 58, through which the clutching and change speed operations are controlled, isv carried on the end of a'clutch operating lever 59 and isarranged to project up throughthe sloping foot board in the precise mannerof the ordinary clutch pedal. The clutch operating lever 59 continues down alongside of the transmission housing 14 where it is mounted on the end i of an/operating shaft 61 extending transversely through the housing 14 and having.

bearings in the side wallthereof- Rigidly mounted Aon this operating shaft and in line with` the transmission shafts-13, 18 and 19 are the three -forks 62, 63 and 64 which extend upward from the operating shaft and embrace the three vclutch control rodsf65, 66

/ and 67, as will be apparent from Fig'. 6.

These control rods are guided for reciprocating motion by passing througl'i holesy in the partition 2in and liaving'their rear ends guided 68. The forward ends of the clutch'control rods have pivotal attachment with the upper a'rins of a series of clutch operating forks 70, 71, 72,' oneV for, each of the transmission clutches 17, 81, and 32. This arrangement is clearly illustrated in Fig. 7, and it will be .noted that .these clutch operating forks are rotatably mounted between collars on a pivot shaft T3' extending transversely of the housing 14:.V The clutch operating forks in holes inthe transverse guide barl have lowerl lforked ends engaging r,in the"k grooved collars 56 on the-backof the releas'v able clutch elements- 17, 3:1." Vand 3 2', i The,

upright forks 62,63 andi64 are adapted to coperatev with collars 7 4 Ypinned on the clutch control rods 65,166fand 67, .Therelation is such that by slightly depressingxthe Vcontrol pedal 58'anyl vof? the transmission p clutches 17, 3 1 or 32which maybeengaged,

will be released by ther action ofl the forks the collars 74 62, 68 and 64 engaging wth;

on the clutch control rods.A 1

The starting, and stopping ofgthei'ciar is l thus controlled by the initial range of' movement of the pedal-58fthe latter .partof ther pedal,V stroke functioning vtofselectively change the gear ratiosfof the transmission mechanism.

It will be noted pawl 7 6 which is adaptedto engage the teeth 77 .of an advancing wheel 78win thel thaton the flowercnd.ofl the pedal 58 I have pivoted a spring pressed latter part of the stroke .of the pedal 58.

' There are preferably four of these teeth 77 placed equi-distantly about fthe wheelgf 8 whereby a complete stroke of .the control pedal 58 will advance the wheelV '7 8 one 83 which extends transversely .throughI the housing 14 and has bearing engagement .in the side walls thereof. `The selector shaft 83 is disposed directly-behindthe guide bar 68 and preferably consists of large round shaft provided with pockets or recesses .8st, k85 Vand 86 milled in its `peripher-y inline with the clutch control rods 65 66 and 6,7 re; spectively. When pressure' isV taken olf-. the control pedal 58 these clutch control rods comeback against the selector shaft 83 under the actionof .their compression springs 55. When the control rods come up aga-inst the circular periphery of the selector shaft 'their' respective clutches are held outof engage.- ment. Conversely, when one ofthe pockets in the selectorshaft 88v advancesginto coincidence with the end of any one `control rod, the friction clutch controlled by that rod is free to engage bythe motion of the rod moving back Vonto the pocket under theV 'ac'- tion of the clutch spring r'llhe pockets 84, 85 and 86 are spaced at quarter turn intervals about the Vperiphery oftlie selector shaft 83. Inasmucli as there are only three of these pockets there neutral position of the selector shaft inwhich all ofithe friction clutchesv are held disengaged by the engagement of their controlrods with the i quarter of av revolution.,v Theadvanc'ewheel 7 8 is pivoted on a sub-shaftprojecting from the side of the housing `landcarriesg-a 1 iro ifo'

iso

I trated in Fig.4. VThe pockets in the selector shaft 83V are arranged progressively about the shaft so that in the rotation thereof theyk f come intov coincidence with the clutch Vcontrol rods in the order of their speeds-first speed, second speed, and third speed.

f The operation of my improved transmis- V1sion .mechanism is as follows: Consider the 4 control pedal 58 as being depressed with the transmission inthe neutral position shown i-n'Figs. 4.and 5. rllh'e initial part of the stroke of thepedal will relieve the selector shaft 8.3--of-the thrust of the clutchV control ,rods by the engagement of the forks 62, 63 jand 64 --with the collars 74 on these rods.

ter one quarter of a revolution, thereby turning the selector shaft 83 an equal amount and bringing the first speed pocket 84 into register with the clutch' control rod 465 Vof. the first speed clutch 31.

n y Upon releasing theA pedal' 58, engagement of the clutch 31 results ina low speed drive from the driving shaft;12, throughl the countershaft 18,-through thetwo pairs of reduction gears 38-39 and `43-44, and through Vthe gearsf33 and 35 to the propeller shaft l'housing 14 (Fig. 2). .The chain 90L extends 13. Assumethat the driver wishes vto go into second .speed He depresses fthe control pedal 58 a full stroke, the first part of i which-releases the clutch 31 and the latter part of which advances 'the selector shaft 83 so as to 'bring the second speed pocket 85 into register with the clutch control rod 67. Upon allowing the pedal 58 to return, the

clutch 32 becomes engagedwhile the'clutch 31is held'disengaged, thus obtaining a second speed ratio throughthe countershaft 19. When the driver wishes to go into third speed he merely repeats the operation of depressing the pedal 58, by the action of which the second speed clutch 32 is disengaged and the third speed pocket 86 brought into register with the clutch control rod 66. UponA releasing the pedal the clutch 17 engages and a direct drive is obtained from the driving shaft 12 to the propeller shaft 13.

Obviously, when it is desired to release the engaged clutch, without 'changing speeds, as for the purpose of lstopping the car orallowing the same to coast, the pedal 58V is only depressed part way, or just sufcient to throw out the clutch without en gaging the teeth on the advancing wheel 78. Y In theevent that the driver wishes to make aV selectivev change, as from first to third speed, he depresses the control pedal the full stroke, allows the pedal to come back part way, or Vjust tothe clutching position, then depresses it again,-thereby skipping one speed and selecting thenext succeeding one -and then completely releases f4' i 11,342,587l

the control pedal., .whereupon the selected speed will be clutched in driving relation.

The act of depressing `the rcontrolpedal l ratio; VThis skipping operationfmay be utilized in any part of the cycle for skipping any ratio or neutral, as for example in going fromthird speed into first. Furthermore,

this skipping operation may be repeated for the purpose of skipping two speedsl or one speed` and neutral as in going from second speedinto-iirst, or from third speed into second.

To afford an indication of what speed the transmission is in, I have provided-an inture inthe dash and indicate the condition of the transmission mechanism. The indicating wheel 88 is advanced in synchronism dicating wheel 88 (Fig. 1) which bears legends adapted to show through an aperwith the selector shaft 83 through a pair of beltsf or chains 89 and 90. The chain 89 extends from a sprocket on the `endof the selector shaft' 83, over a double sprocket 91, pivot'ed on the end of a stub-shaft 92,'- which projects laterally from the transmission up 'from the double sprocket 91 and is trained over a sprocket on the indicator wheel 88.

It will be obvious that when it is desired to Aplacethe transmission in reverse drive, the -handle 48 is first actuated and the transmission mechanism is then placed in the condition corresponding to first'speed.

.Referring to Figs. 1 and 2, it will be seen that I have extended the engine cam shaft 93 and the magneto or pump shaft 94 back from the rear ofthe engine 11 and into-the Vhousing of thetransmission mechanism 10. To accommodate the timing gears for these shafts, the housing cover 14 is formed with a housing extension 9,5 extending upwardly for the' shafts 93 andv94. The cam shaft 93 or pump shaft 94 carries a timing gear 97, which meshes with the lower gear 96. (Fig. 3). The drive for these timing gears is through a'pinion 98 on the second speed counter-shaft 19, the pinion 98 meshing with the timing gear 96. The housing extension 95 is packed with grease or other heavy lubricant to lubricate these timing gears and, more essentially, to muffle the ,whirring noise characteristic of these gears. Y

A magneto 98 and a rotary pump 99, ofconventional types, are interposed in the shaft 94. The shaft 94 has suitable bearing support at the front Vof the engine 11-and Vcarries a timing gear 96 and the magneto is provided with a belt pulley 100l for driving the fan belt 101.. This fan belt extends up over a pulley 102 on the fan shaft and drives the fan 103.

Intei'posed in the shaft 9st between the magneto 98 and pump 99 is a small'clu'tch 104e. The shiftable element of the clutch is arranged to be operated by a clutch control member 105 extending upto an accessible point on the dash. When the driver Wishes to quickly bring the motor up to an eliicient temperature, he disengages the clutch 104: through operation of the control member 105 and thereby stops the circulation of,

cooling Water through the cylinder jackets and also stops the current of air through the radiator.4v By stopping the fan 103 the capacity of the radiator for cooling any thermo-Siphon' circulation therethrough is greatly decreased, andthe-cylinder blocks are no longer subjected to' the cooling influence of the fan breeze.

The feature of controlling the temperature of the engine fby stopping' the Water' pump 99 and radiator fan 103l in this manner, is made comparatively simpleby the location of the timing gears for the 'pump' shaft. at the rear of the engine or in the transmission housing. The interposition of .the clutch104t in the pump shaftV 94 also tends tov deaden the transmission or vibration along the shaft.

From the nature of my invention it Will be apparent that numerous modifications ofl sound may be made by one skilledin the art, but I intend that these modifications shall come Within the spirit and scope of the appended claims.

I claim: u 1. 'In an automobile from said motor, a driven shaft for propelling the automobile, ratio changing mechanism between said drivingV and driven shafts, and a single control member for Vselectively and progressively effecting changes in said ratio changing mechanism and for operatively connecting said driving and driven shafts in driving relation.

2. In an automobile transmission mechanism, a motor, a driving shaft extending from said motor, a` driven shaft for propelling the vehicle, ratio changing mechanism between said driving and driven shafts, and a single foot operated control member for placing said ratio changing mechanism in any of-a plurality of driving ratios and for operatively connecting said driving and driven shafts. in driving relation.

3. In an automobile,transmission mechanism, a motor, a driving shaft extending from said motor, a'driven shaft for propelling the automobile, ratio changing mechanism between said driving vand Ydriven transmission mechanism, a motor, a driving shaft extending shafts, and a contrl member adapted by la single operation to change the driving'r'a-. tio of said ratio changing mechanism in sef lective er automatic progressive sequence and to operatively connect said driving and driven shafts in driving relation. I

t. In an automobile transmission nie'ch'a-f nism, a motor, a driving shaft lextei'idim'g from said motor', a driven shaft for propelling the automobile, ratio changing shafts connecting said driving and driven shafts,

changingvshafts, and a pedal'control inem-y clutch mechanism controlling vsaid ratio ber coperating'ivitli said clutch mechanism for effecting changes in the driving ratio'4 between said drivingv and driven shafts in selective or automaticprog'ressive sequence and for operatively connecting said driving and driven shafts in driving relation.

5. Inan automobile transmission mechanism, a driving shaft, a driven shaft,fa plurality of counter shafts connected' to said driving and driven shafts in three forward speed ratios, a clutch interposed vin each of said counters'hafts, selector mechanism for A controlling the order of engagement of said clutches, said selector mechanism being operative to control'the order of engagement in selective -or automatic progressive'sequence,

and a control pedal for controlling' the en-l i gagement of said clutches;

6. In a transmission mechanism, a-driving shaft, a driven shaft, aplurality'of coun- .g

tershaftsconnected. to. said driving and'V driven shafts in different speedv ratios, 'a clutch interposed in each of saidpcountershafts, control means for releasing all of said clutches, and selective means operated jio5 shafts, and pedal operated control means.

for releasing all of said clutches and operativeto automatically engage said clutches in a progressive series.

8. In a transmission mechanism, a driving,

shaft,la driven shaft, a plurality of countershafts geared to said driving and driven shafts in different speed ratios, a clutch interposed in each of said countershafts, and pedal control means normally' operati-ng to automatically vengage and release saidk clutches in al Vprogressive -series,said"pedal control means being also operable to engage said clutches selectively.

9. In a `transmission mechanism, a driving shaft, a driven shaft, a plurality of counters'liafts `geared -to `said driving yand driven shafts andoperative vto connect said driving and driven shafts-in different driving ratios, a clutch interposed'in each of said t countershafts, pedal controlcmeans for releasing said clutches, and selector means operated' by and during the stroke of said pedal Vcontrol means for selectively engaging said clutches.

10. In a transmission mechanism, a driving shaft, a driven shaft, a plurality of 1,

countershafts geared to said driving and driven shafts and operative to connect said driving and driven shafts in different driving ratios, a clutch interposed in each of said driving shafts, a control pedal for releasing said clutches, and a selector shaft actuated by said control pedal for independently engaging said clutches. n

' 1 1.y In atransmission mechanism, a driv-V,

ing shaft,"a driven shaft, a plurality of countershafts geared to said driving and driven shafts in different speed ratios, a `clutch interposedin each of said countershafts, a control pedal for releasing said clutches, and selector mechanism for control- Y ling the order of engagement of said .clutches,'said`selector mechanisml being advanced by the operation of said control pedal.-V

12. In a transmission mechanism, a driving shaft, a driven shaft, a plurality of l ,countershafts geared to said driving and driven shafts indifferent speed ratios, a

clutch interposedin'each of said countershafts, a clutch control member for each of said clutches, a control pedal for releasing said clutches, and a selector shaft controlled by said control pedaland adapted to independently `actuate said clutch control members. 1

13. In a transmission mechanism, a driving shaft, a driven shaft, a plurality of l countershafts gearedl to said driving 'and driven shafts in different speed ratios, a clutch interposed in each of said countershafts, a control rod for each of said clutches, a control pedal having connection With said control rods and adapted to release vsaid clutches, a selector shaft actuated by Ysaid control pedal, said control rods bearing against said selector shaft, and means on the Vselector shaft for actuatingsaid control rods in predetermined sequence.

14. In a transmission mechanism, a driving shaft, ardriven shaft, a plurality of countershafts geared to said driving and driven shafts in different speed ratios, a

I "clutch interposed in each ofsaid countershafts, a control rod for each of said clutches,

a control pedal having connection With said control rods, and adapted to release said clutches, a selector shaft arranged to be advanced by said control pedal, lsaid control rods normally bearing against the periphery of said selector shaft, said selector shaft having pockets therein for receiving the ends of said controll rods in controlling the order of engagement of said clutches.

15. ing shaft, a driven shafta pair of countershafts gearedto said driving and driven In a transmission mechanism, a drivi shafts atv different speed ratios, spring Y clutches interposed in said counter shafts, va

yclutch control rod for each of said clutches, l

an operating shaft, a controlV pedal for roi' tating said operating shaft,` forks on said i v operating shaft engaging with said clutch Y control rods, said control pedal ladapted to.

release any engaged clutch in the initial part of its stroke, a selector shaft, said clutch control rods having their ends normally engaging the periphery of said selector shaft under the tension of the clutch springs, Y. pockets in the periphery of said selector j shafts into which said control rods are adapted to reciprocate and thereby engage their clutches, and an advancing member said housing for operatively connecting said driving and driven shaftsrin a plurality of driving ratios, friction clutches in said housing controlling theoperation ofsaid transmission gearing, and partitions in said houssaid friction clutches. i

17. Inl an automobile, a motor, a drivingy shaft extending from said motor, a driven shaft for propelling the automobile, transmission mechanism for connecting saiddriving and driven Ashaftsina plurality of driv- Ving ratios, a control pedal for selectively actuating said transmission mechanism, and indicator means independent of said control pedal for indicating the condition yof said transmission mechanism.

1S. In an automobile, a motor, a driving ing forming a separate compartment forV i shaft extending from said motor, a driven .j shaft for propelling the automobile, trans mission mechanism for gearing said driving and driven shafts indifferent speed ratios, clutch mechanism controlling the driving connections between said driving and driven shafts, a control pedal adapted to selectively actuate said. clutch and transmission mechanisins, and an indicator member independent .of said control pedal and operatively connected With said transmission mechanism for indicating the speed ratio selected by said control pedal.- f

19. In an automobile transmission mechanism, a driving shaft,.adriven shaft, a plu-` .rality of counter shafts adapted to connect said driving and driven shafts in diHerent driving ratios, a driving gear on said driving shaft, a gear on the adjacent end of each of said counter shafts, all of said latter gears meshing with said driving gear, a driven gear on said driven shaft, a gear adjacent the other end of each of said counter shafts, all of said latter gears meshing with said driven gear, clutches interposed in each of said counter shafts for controlling the drive therethrough, control means for actuating said clutches and selector means for selectively engaging said clutches.

20. In an automobile transmission mechanism, a driving shaft, a driven shaft, a plurality of countershafts adapted to connect the driving and driven shaft in different driving ratios, a driving gear on said driving shaft, gears on the adjacent ends of each of said counter shafts, meshing With said driving gear, a driven gear on said driven shaft, gears on the adjacent ends of each of said counter shafts Vmeshing with said driven gear, a clutch interposed in each of said countershafts, one of said countershafts being divided into two sections, a subcountershaft for said latter countershaft, gears connecting said sub-countershaft with both sections of said divided countershaft and control means for controlling'the order of engagement of said clutches. Y

In Witness whereof I hereunto subscribe my name this 19th day of March, 1919.

JOSEPH J. DU'FF Y. 

